Jack Zero

Mike I own both the Throttletek v2 and the OC MCP. The MCP is good but the SIOC script offered at the OC site will only work with the EADT x737 v4.x. However, there's a guy on the "other" forum who's reworked the script for the v5 of the x737 and is currently creating scripts for both the FF 757 and the IXEG 737 classic. In addition, the MCP (at least mine) is very picky regarding the USB Ports and power supply: It has a separate power supply for the backlight. However this powersupply also seems to be needed for the operation of the unit via USB. At least my unit won't show up in the software unless the power supply was connected before the USB connection is plugged in or the computer is started. Obviously you cant keep the power permanently plugged in as that way the backlight would permanently be on. The connection only works reliable when the unit is directly connected to the computer without a hub. I tried three different USB hubs (unpowered USB 2, powered USB 2, unpowered USB 3) and it would always only work the very first time it is connected to that hub. On the next start of the PC, it would not work on that hub anymore even when reconnected multiple times. Regarding the Throttletek G737 v2 I'm not so much convinced. First off, the build quality isn't the best, the unit feels rather "hand made". In addition, the internal construction is less then optimal: The pots for the axis use only a fraction of the entire range of the pot (i guess about a third). You'll see that if you use the unit without joystick calibration. Using joystick calibration this is obviously evened out (after the calibration, the throttle axis will go from 0 to 1 and not from 0.3 to 0.7). But this comes on the prices of loosing axis precision, if the construction was made in a way that the whole pot range would be used, the unit would gain a lot of precision. Also it appears that either the pots for the two throttle axis are not mounted in the same angle so both axis use a different part of the pot or the used pots have a rather large variance. Even after calibration when moving both axis to exactly the same position I'm getting differences of up to 3% on the axis (so one throttle is at 80% and the other is at 77%). This is rather a lot! And lastly there's a quite bit of slack on the pots (not the levers itself): The same position of a throttle lever will yield different values depending on whether you've moved it there from the upper or lower side. So for example: A throttle is moved from 0% to 50%, then up to 75% and back to exactly the 50% position but the axis will suddenly read 53%. Moving it further down and again up to the 50% position will fix this again. I've build a custom flywithlua script that wraps around the issue of the asynchronous throttles. It helps but it's not perfect. Regards Jack

In case anyone stumble over this old thread. There's an SIOC script for the MCP and EFIS for X-Plane support downloadable on the OpenCockpits page... but: It only supports the EADT 737NG (x737) as all MCP and most EFIS switches are directly linked to the custom datarefs of the x737. There's a user on the "other" forum who's currently reworking the x737 script as the latest version of the plane changed a few things. He's also working on a script for the IXEG 737 as well as one for the FF 757. In addition, I have created a SIOC script for the 737 MCP and EFIS as well as the A320 transponder and radio unit which adds generic support by accessing the default X-Plane autopilot and radios. I'll submit the script to OC for release once it's thoroughly tested. If you can't wait and want to try it now, just send me a PM or search for the thread on the "other" forum. Regards Jack

Thanks, this is exactly what I was looking for!

Hi everyone, I have run into a question concerning the throttle quadrant of the real world Saab 340 and haven't been able to find an answer on the internet: What kind of detents or gates do the throttle and condition levers have? I suppose there is at least a gate/detent between GND IDLE and REV as well as between MIN and UNF and between START and CUT OFF but there might be more (FLT IDLE to GND IDLE, T/M to MAX)? Also, what kind of detents/gates are it (if any)? Lift the knob to pass the gate? Or just a little ball & spring detent that increases resistance? I'd be glad for any input. Many thanks, Jack Zero

Hi everybody, when setting the OAT on the thrust limits page, in addition to the takeoff limit the climb and cruise limits are calculated. But obviously once climbing the OAT starts to drop. So do I have to recalculate the thrust limits every now and then with the current OAT or do I leave it at the departure OAT because the dropping OAT compensates for the thinner air? The tutorial doesn't give any hints since there the thrust limits are simply released after takeoff. Regards, JackZero